Train control system



Feb. 28, 1933. B. w. MEISEL TRAIN CONTROL SYSTEM Original Filed Oct. 1, 1926 2 Sheets-Sheet 2 INVENTOR T ATTORNEY;

Patented Feb. 28, 1933 iinir TATES BENJAMIN W. MEISEL, 0F GBESTWOOD, NEW YORK, ASSIGNOR TO THE REGAN SAFETY COMPANY, INC., OF NEW YORK, N. L, A CORPORATION OF NEW YORK DEVICES TRAIN CONTROL SYSTEM Application filed October 1, 1926, Serial Ito. 138,873. Renewed Jn-iy 18, 1932.

This invention relates to a. train control sys tem and more particularly to a system for controlling the movement of trains automatical- 'ly by roadside mechanism and manually by the engineman on the train and has special reference to the provision of a system which in combination with the automatic features includes cab signals so arranged that, as the train enters each block a cab signal indication is received, and retained throughout the block, for the block entered and in addition, and at the same time, a second cab signal indication is received and retained throughout the block, for the block next ahead.

This combination of a duplex cab signal with its control equipment embodies one of he principal objects of my present invention, which comprehends the provision of a train control system of the intermittent type in which the train carried mechanism for governin the operation of the train is automatically controlled by roadside mechanism operable in accordance with roadside conditions, without the necessity of having, in combination therewith, operating roadside signals. There is nothing in my present invention, however, which will prevent its proper operation in combination with roadside operating signals.

In the production of an effective train control system, that may be used without operating roadside signals, one of. the factors of paramount importance is that of providing advance information, preferably in the form of a cab signal, of the condition of the block which the train is approaching so as to enable the engineman, if necessary, to apply the brakes in the usual manner, thus preventing an automatic application of the brakes at the next roadside control point providing the train is then running at a safe speed and also, providing the engineman acknowledges his alertness as to the conditions on the track and as reflected in the cab signal by manually operating an acknowledging device which is part of the train control system.

This combination of automatic train control with duplex cab signals, permits the safe movement of trains in foggy and stormy weather, since the engineman is fully advised at the entrance of each block not only of the conditions of the block being entered but also as to the condition of the block next ahead. To operate trains under foggy and stormy weather conditions, Where roadside operating signals only are used, is a hazard because the engineman cannot see the indications of the roadside signals and in order to come within the realm of safety, all trains must move at a much lower rate of speed than normal; lVithout advance information as to the condition of the blocks the engineman cannot safely increase the speed of his train. Under foggy and stormy weather conditions, with automatic train control and roadside operating signals, but without duplex cab signals, as well as with automatic train control without roadside operating signals or duplex cab signals exhibited under all weather conditions, the engineman would practically be forced to operate his train at reduced speed. "Vithout advance information by'means of signal indications, the engineman is not prepared to handle his train to the best advantage, because of the possibility of receiving an unexpected automatic application of the brakes. To receive an unexpected application of the brakes is sometimes a hazard and usually a handicap to the engineman in obtaining the best results for etlicient and safe train operation. It is therefore, the principal object of my present invention to provide a system of automatic train and cab signal control which will be a help rather than a handicap to the engineman in handling properly the movement of his train, but will restrain him from shifting or casting the full burden of control upon the automatic train control mechanism; substitution of-automatic mechanism alone for the engineman being highly undesirable in practice.

The ideal method of controlling the movement of trains by automatic train control is that in which the engineman is compelled to be alert, or is deterred or restrained from being remiss in his duties associated with the signals and train control, so that proper handling of the train is enforced and in which the engineman is supplanted by the automatic control mechanism'only upon his failure propthe control of the medium permissive speed.

erly to discharge his duties. When so supplanted, the automatic control is the dominant factor until safe running conditions of the train are restored and the engineman again assumes control. When the engineman and the automatic train control mechanism are made to cooperate in this manner, the one acting as a check upon the other, absolute safety and proper dispatch in the run- M111? of trains is assured.

y my present invention, to accomplish this object, I provide a train control system in which full control of the train is left in the hands of the en ineman so lon ashe properly performs 111s duties in con ormity with the indications received from the roadside signalling apparatus and which indications are reflected in the duplex cab signal combination. On the other hand if the engineman is incapacitated or remiss in the performance of his duties in accordance with roadside conditions then the control of the train is automatically taken from the engineman. The engineman is thus compelled to be alert and operate his train in accordnace with an unsafe roadside condition and compelled to acknowledge such unsafe condition in order to prevent an automatic application of the brakes. If the engineman is remiss in preventing this automatic operation, he is thereafter compelled to be alert and again to take charge of the movement of the train in order to avoid an automatic stopping of the train. Thus this system combines the factor of absolute safety by making train operation dependent upon the automatic dictation of the roadside mechanism under unsafe conditions with the factor of proper train dispatching by making the efficient movement of the train dependent upon the activity and alertness of the engineman.

Another principal object of my invention is to embody the speed control features and cooperative parts of the train control system as disclosed in the Shaver-Meisel Patent No. 1,513,562, in which the vehicle is controlled and forced to operate within ermissive speed limits. The roadside mec anism imposes automatically such restrictions as a medium speed at or below which the vehicle must approach points of danger in localities where a greater speed would be unsafe, and a low speed above which the vehicle cannot run in danger localities, as in blocks occupied by other trains. In accomplishing this object of the invention, the design and construction ofthe system is such, that if a speed greater than the permissive medium speed is attempted when roadside conditions require the movement of the vehicle ator below the medium speed, the train is automatically controlled to bring the same to a halt, the alertness of the engineman permit ting, however, the placing of trains under If a speed greater than the low permissive speed is attempted when the roadside conditions require a low speed restriction on the train, the train is automatically controlled to bring the same to a halt unless the engine man again modifies the automatic operation to place the train under the control of the low permissive speed.

To the accomplishment of the foregoing and such other objects as may hereinafter appear, my invention consists in the elements and their relation one to the other as hereinafter particularly described and sought to he defined in the claims; reference being had to the accompanying drawings showing the preferred embodiment of my invention and in which Fig. 1 is a diagrammatic view showing the vehicle carried apparatus and circuits;

Fig. 2 is a diagrammatic view showing the roadside apparatus and circuits;

Fig. 3 is a detail showing of the ramp construction;

Fig. 4 is a diagrammatic illustration of the track and the blocks shown in Fig. 2; and

Figs. 5, 6, 7 and 8 show the signals received by the vehicle.

Referring now more in detail to the drawings I will first explain in a general way how the circuits of Figs. 1 and 2 may he L combined so as to give a composite conception of what my present invention intends to accomplish, following which I will describe in detail, the circuits involved and the functions of the apparatus connected thereto. In Fig. 2, the circuits shown are for four signal blocks designated as C, D, E and F. Block F is occupied by train a. Train 7), at the left of the drawings, is approaching block 0. These blocks and positions of trains are identical with the arrangement of blocks and trains shown in Fig. 4. The four symbolic diagrams of the vehicle carried signals, as shown in Figs. 5. 6. 7 and 8 illustrate the indications displayed by the signal unit of train 7; as it progresses and passes into and through each of the blocks C, D, E and F, providing train a still occupies block F. The symbol X in the squares of the cab signal diagrams indicates the signals displayed. The signals in the column B indicate the condition of the block in which the train is running after passing over indicating ramps c-d-e and f respectively. The signals in column A indicate the condition of the advance block or the block next ahead after passing over the indicating ramps just mentioned. G. Y and R indicate green for clear. yellow for caution and red for occupied block which are, to a large extent, the universal indications used for railroad signaling. 7

These indications may be displayed in the cab or any other part of the vehicle convenient for the observation of the engineman or operator of the vehicle. Any type or kind of signal may be used so long as it is distinctive and capable of being controlled primarily by means of electrical circuits.

Fig. 2 as explained heretofore, shows the roadside block circuits for the number of blocks mentioned, The symbols for signals along the track are shown dotted and are included in Fig. 2, as well as in Fig. a, merely to show the indication of the various blocks due to the presence of train a in block F. Tie circuits as well as the apparatus associated with each block in Fig. 2, as to electrical conditon and position of relay contacts correspond to the indications shown for the respective blocks. In other words the circuits and apparatus are shown in their actuated position or electrical condition with respect to train a; and the function of these circuits and controlling relays is to energize each of the ramps 0, (Z and e in such a way that SiX'lHCllCZLtlOHS are possible on each ram due to the resence of electrical energy; said indications always occurring in pairs, as for example green, green, green, yellow, yellow, red; and a seventh, single indication of red for a ramp, as for example f, adjacent to or at the entrance of occupied blocks. Such ramps are always deenergized. To produce these sin (but always recurring in pairs) indications, I have employed ramps at the entrance of each block. These are insulated preferably at the middle so as to permit electrifying these rampseach end separatelyeither from the same source of energy or from an independent source, as may he required. lhe roadside wirin system is preferably so designed that the leaving end of the ramp is energized to indicate the condition of the block in which the train is running and the entering end indicates the condition of the advance block or the block next ahead. For example, ramps may be energized positive (-1-) at both ends to produce an all clear or green, green signal; positive ('i at one end and negative at the other to produce the clear, caution, or green, yellow signal; and negative t both ends to produce the caution, danger or yellow, red signal. As explained before, deenergized ramps, that is without either end being electrified, produce theoccupied block or red signal. It is understood, of course, that when the ramps are energized the adjacent rail, preferably, is also energized. The rail is negative when both ends of the ramp are positive and positive when both ends of the ramp are negative and both positive (i and negative when the ramp is energized negative at one end and positive at the other.

Figs. 5, 6, 7 and 8 are so designated with relation to Fig. 1- as to show clearly the gig nals indicated by each ramp.

Fig. 5 which is disposed adjacent to the ramp. 0 shows that the ramp indicates and the cab will receive two green signals to show that blocks C and D are clear.

Fig. 6, adjacent to ramp (Z, shows that the ramp indicates clear for block D and cantion for block E, and that the cab will e1-1- hibit the corresponding signals, green and yellow.

Fig. 7 adjacent to ramp 6 shows that the ramp indicates caution for block E and danger for block F. The cab will, therefore, receive the signals yellow and red.

Fig. 8, adjacent to ramp f of Fig. 4, shows that ramp f, indicates danger and the cab will, therefore, receive one red signal.

In order to prevent a short circuit of the roadside source of energy, with resultant heavy flow of current, as the shoe S, Fig. 1,

passes over a ramp at its insulated section,

the other hand the length of S should he the minimum permissible, so as to shorten the dead space over which shoe S must pass. To take care of this momentary opening of the shoe circuit as shoe S passes over energized ramps, the selector 1, Fig. l, is made slow acting in its drop away after its starter ST has been tie-energized. it is evident that if the length of the contact on shoe S is diminished so also, may the length of section S of the ramp be diminshed. least, this shortening up could be carried to a point where section S would he unnecessary, leaving only sections S and S with insulating material between these two sections, similar to the end posts of insulated rail joints. Under such circumstances, the contact surface of shoe S should he no longer than the thickness of the insulation between the ramp sections.

Referring again to the circuit diagram 2, it will be noted that at the entering end of each bloclr there are, in addition to the track relay, two other control relays; one for the first block and another for the second hloclr. This combination provides the means for energizing the ramp and producing the indications heretofore described and maybe applied in substantially the same'manner to railroads for single track operation. These circuits combined with the circuits and devices shown in Fig. 1 provide for the cab signals mentioned and also for the traincontrol features. The engine carried contact shoe with its connected apparatus pick up on the approach end of the ramp, the indication Theoretically at for the cab signal for the second block and on the last half of the ramp the indication for the cab signal for the block being entered and also the train control indication. The operation is such that as the shoe rides over a ramp, the cab signals all become deenergized. This in itself signals the engineman or operator that a ramp is being passed over. As soon as the shoe leaves the ramp the proper signals are displayed; and they remain displayed until they are altered by a subsequent ramp. As will become further clarified hereinafter, in the event the block being entered is clear andthe next one caution there is no operation of the train control even though the entering end of the ramp is of negative polarity which is the polarity on caution ramps. On caution ramps the train control operation does not take effect until after the shoe leaves the ramp. This arrangement is provided in order to avoid a train control application of the brakes on high speed trains entering a clear block with the next block at caution. Under this circumstance the entering end of the ramp is negative and the leaving end is positive this change of polarity reverses the contacts of the selector I, Fig. 1, first from high speed or clear running to medium speed or caution and then back to high speed. Whenever the train passes over a ramp having its leaving end energized negatively, as in the case of ramp 0 disposed at the entrance to block E, the train is put under the control of the speed controller SC. The train carried circuits are put in such a condition that whenever the train exceeds a medium speed an application of the brakes will take place. The system, however, is so arranged that if the engincman is alert and wishes to proceed at or below the medium speed he must perform a manual act by operating the non-stickin switch P. This act nullifies the automatic rake application, and the train may then proceed again at or below the medium speed. the train nevertheless still remaining under the control of the speed control mechanism SC. 7

Whenever deenergized ramps are encountered the train control takes etfect at once unless the speed is at or below a prescribed low rate and the engineman or operator of the vehicle closes the contact of the switch P. In other words, before a train may enter an occupied block the engineman must acknowledge the fact that he is entering an occupied block even though his speed be below the permissive speed in order to prevent an automatic application of the brakes. Once the train has entered the occupied block the train again is under the control of the speed control mechanism SC and an application of the brakes will automatically take place as soon as the low speed is exceeded. hen this happens the engineman may again restore conditions that existed prior to the automatic application of the brakes by the manual act of operating the non-sticking switch P. This act will again permit the train to proceed at or below the low speed, the train again remaining under the low s (1 control of the speed control mechanism C.

I In describing the operation, it will at times become necessary to refer to certain circuits which had already been traced in an earlier portion of the specification. In order to avoid needless repetition, each of the circuits will be given a designated number and will hereinafter be referred to by that number. In view of the number of circuits involved, a brief statement of the circuits and their functions is given in the following tables. The circuits are divided into three groups. The first group includes the circuits, either complete or partial circuits which exist in the roadside system. The second and third groups relate to circuits which appear in the train carried system. Of these the second group includes the circuits of the selector operating devices and the circuits of the sig-. nals and the third group includes the train control circuits.

Roadside circuits glrcuit number Function performed by the circuit no "Energizes rall ne atively when immediate block and bloc next ahead are clear.

Two Energiaes leaving end of ramp positively when immediate block is clear.

Three "Energizer! entering end of ramp positively when block next ahead is clear. v

Four Ener2izcs relay II for clear indication of immediate block.

Five Euerglzes rela CI] for clear indication of block next ahead.

Six Energlzes entering end of ramp negatively when block next ahead is under caution condition.

Seven Energizes relay CH for caution indication of block next ahead.

Eight Energizes the leaving end of a ramp no ativel when immediate block is on or Ten -.Ene:-glzes relay H for caution indication of immediate block.

Vehicle caw'ied signals circuits Circuit number Function performed by the circuit Eleven I'artita% 1$ircuit for selector starter magllQ L Twelve "Ci cuit for magnetic clutch of selector I.

Tlllltl1 Copnxnon return partial circuit for signals Fourteen Green B signal circuit. i

Fifteen -Jh-ven A signal circuit.

Sixteen Energizing relay 1' when R0 occupies p pom ion.

Seventeen -fitick circuit for relay I when shoe 8 is on ramp having negatively energized entering end.

Eighteen .Ener zizing relay I.

Nineteen tick circuit for relay I.

Twenty .Yollow A signal circuit.

Twenty-one---Yellow B signal circuit.

Twcnty-two Red A signal circuit.

'lwenty-three- .Rc l B signal circuit.

Vehicle carried train control circuits Circuit number Function performed by circuit brake va ve magnet M and RS. Auxiliary medium speed control circuit for the brake magnet M and RS when Twenty seven shoe 8 is on caution ram Low speed control circuit or the brake Twenty eight valve magnet M and R8.

Circuit number Function performed by circuit TWenty-nine Auxiliary low speed control circuit for brake valve magnet M and RS throughv manual switch P.

Thirty Signal L circuit.

I shall now proceed with a detailed descrip n of the roadside circuits and their manner oi operation for the purpose of properly energizing the roadside ramps. An 1nspectlon of Figure will show that the w1ringsystem of each block and the connections of one block to that of the next succeeding block are identical in each case. I, therefore, utilize the same reference numerals when ap plied to corresponding parts of the various blocks, and distinguish them by the aid of the characters a, (Z, 6, and f.

he was pointed out hcreinabove each block is provided with a two part ramp at its entrance. The wiring system associated with each or" these ramps includes two neutralpolarized relays H and CH.

The relay H is responsive to the condition of the immediate block and is energized in one direction by circuit number four when the immediate block is clear, in the opposite direction by circuit number ten when the immediate block is in caution condition, and is deenergiz'ed when the immediate block is in danger condition. This relay controls the position of the polarized pole shifting armatures 20, and thereby determines whether the leaving end of the ramp should be energized positively or negatively. The relay H controls the armatures 17 and 33, which in the circuit between the battery 27 and leaving end of the ramp and the rail respectively. Vi hen the relay H is deenergized the armatures 17, 33 break the battery conn on to the ramp and track.

1e relay CH in each block is responsive to the condition of the block next ahead of the immediate block. is energized in one direction, or in the opposite direction, or it is deenergized epending on whether the block next ahead is in clear, caution, or danger condition. The circuits controlled by this relay have a cooperative relationship with the circuit controlled by relay H'so that when the block next ahead is clear the entering end of the ramp receives a positive energization from the same source as the leaving end of the ramp. When the block next ahead is under caution, the relay CH is energized in the opposite direction, and the circuit controlled by it for the negative energization of the entering end of the ramp is independent of the circuit controlled by relay H. 7

When relay CE is deen crgized the entering end of the ramp will be energized negatively the immediate block is unoccupied, t ie entering end of the ramp will gized. The wiring system oi each .lso provided with a battery B which s as a source of energy for the relay H the preceding block and for the relay OH the next preceding block. An unpolarized pole changer 62, 72 is associated with each battery B, the pole changer being under the control of the corresponding relay H. It will thus be seen that the direction of energization of relay H of one block and of the relay CH of the precec ing block is always the same.

It is understood, of course, that in actual operation the wiring system of each block passes through the four stages indicated in Figure 2 as a train passes its ramp and travels on passing through the next four locks. Considering, for example, the Wirng system associated with ramp 7, it will remain in the condition indicated as long as train a is in block F. i l hen the train enters the first block beyond F the system associated with ramp 7 will assume the condition of the system associated with ramp 6 in Figure 2. lVhen the train passes into the second block beyond F the system associated with ramp f will assume they condition of the system associated with ramp (Z in Figure 2. When the train a passes into the third block beyond F the wiring system of the ramp 7 will assume the condition of the system or ramp 0 in Figure 2. I I

The circuits shown in Figure 2 are in their actuated conditions an d correspond to the conditions necessary for imparting to the ramps the desired signals. Blocks C, D and E are unoccupied. Both blocks C and D are therefore, clear. The ramp 0 which is disposed at the entrance to the block C and is designed to give an indication of the conditions of the blocks C and D should, therefore, be so energized as to give clear indications on both its entering and leaving ends. In accordance with the present invention a positive energization corresponds to a clear condition. The roadside circuits are, therefore, so designed that under the conditions indicated both the entering and leaving ends of the ramp 0 will receive a positive energization.

Energiza tz'on-of ramp for two clear indications The battery 27 shown in the wiring system associatedwith the ramp 0 serves as a source I of positive energy for both ends of the ramp 0, the negative side of the battery '27 being connected to the rail adjacent to the ramp 0 by means of the following circuit:

Circuit number one Negative terminal of battery 27, conductor 28. contact 29 and polarized armature 30 of I the relay H, conductor 31, contact 32 and armature 33 of the relay H, conductors 34; and 35 to the rail adjacent to the ramp 0.

As stated above, the positive side of the battery 27 is connected to both ends of the ramp c. The circuit which connects the positive end of the battery 27 to the leaving end of the ramp 0 is as follows:

Circuit number two Positive side of battery 27, conductors 26 and 25, contact 24 and armature 23 of the relay CH, conductor 22, contact 21 and polariz'ed armature 20 of the relay H, conductor 19, contact 18 and armature 17 of relay H, conductor 16 and conductor 15 to the leaving end of ramp 0.

The entering end of the ramp 0 is energized positively by the following circuit:

Circuit number three This circuit begins at the positive terminal of battery 27 and follows circuit number two through conductor 16 and then proceeds along conductors 43 and 42, contact 41 and po larized armature 40 of relay CH, conductor 39, contact 38 and armature 37 of relay CH,

and'conductor 36 to the entering end of the ram 0.

It will be seen from the above that the application of positive energization to both ends of the ram 0 depends upon the direc-, tions in which the line relay H and the line rela CH are energized. In the condition of tile circuits shown in Figure 2 the line relay H is energized in such a way as to hold its armatures 17 and 33 in contact with their cooperating contacts and to hold the polarized armatures 20, 30 in the osition shown. The line relay H is energized by the following circuit:

Circuit number four The positive side of the battery Bd, condoctor. 60d, contact 61d and armature 62d, of line relay Hd, contact 63d and armature 64d of track relay TDl, conductor 65d, contact 66 and armature 67 of track relay TC2, contact 68 and armature 69 of track relay TC1, line relay H, conductors 70, 6, 7, 6d, 71d, armature 72d and contact 73d of line relay Rd and back to the negative side of battery Bd. In view of the fact that the block C which may be subdivided into the sections shown (each section controllin a differenttrack relay-TC1 and TC2) is c ear, the corresponding track relays TC1 and TC2 are energized and the circuit traced above is completed through the armatures controlled by these track relays. The direction of energization of the relay H, however, is controlled by the pole changer which comprises the armatures 62d and 72d of the line relay Hd of the block D. In the present instance Hat is energized so that battery Ed is imposed upon the line relay H in such a manner that the pole changer 20, 30 associated with the ramp 0 is in the position indicated and positive energy is applied to both ends of the ramp 0.

The connection between the positive side of the battery 27 and the ramp 0 is further controlled by the condition of the relay CH. The relay CH receives its energization current from battery Be by the following circuit:

Circuit number five The positive side of battery Be, contact 61c and armature 62c of the line relay He, contact 63c and armature 64c of the track relay TEl, conductor 65c, contact 6611 and armature 67d of track relay TD2, contact 68d and armature 69d of the track relay TDl, conduct-or 74d, armature 2 and contact 3 of line relay H, conductor 4, relay CH, conductors 5, 6, 7, 7d, 6e, 10c, 11c, armature 72c and 73e of line relay He, and back to the negative side of battery Be.

The circuit just traced energizes the relay CH in such a manner that the armatures controlled thereby occupy the positions indicated in Figure 2. From the above, it will be seen that the two relays H and CH cooperate with each other in such a manner as to impose'the proper signals on the two ends of the ramp 0. The directional energization of the relay H in every block is controlled by the line relay H immediately ahead, whereas the relay CH is controlled by the line relay of the block next ahead. It is in this respect that I have departed from standard practice by introducing at a 'ven point two distinct indications: one for t e immediate block and one for the block next ahead. The indication for the block next ahead is obtained primarily through the CH relays, controlling energy for which is obtained through the circuit of the H relay next ahead.

Another way of facilitating the understanding of the relationship between the different parts of the circuits shown in Figure 2 is to bear in mind the fact that each of the batteries such as for example battery Be serves as a source of energy for the immediately preceding neutral polar relay Hut, and also for relay CH at the ramp 0 behind line relay Hd.

Energization 0f ramp for clear caution indication Circuit member 8122:

Starting with the entering end of ramp d,

conductor 36d, armature 37d and contact 38d of neutral polarized relay CHcl, conductor 39d, polarized armature 40d and contact 44d of relay CHcZ, conductor 45d, negative terminal of battery 46d, positive terminal of battery 46d, contact 48d and polarized armature 49d of relay CHrZ, conductor 50d, contact 51d and armature 52d of relay CHd, and con ductors 53d and 35d to the rail.

Neutral polar relay Hd receives its energization current from the battery Be and is energized in the same sense as relay H of the proceeding ramp 0 over a circuit that corresponds to circuit number four and the pole changer armatures 20d, 30d are in the same position as the corresponding parts in block WVhile the relay Ed is energized in the same direction as the relay H it will be noted however, that the energization of the relay CHcZ is reversed as compared with the direction of energization of the relay CH. The energization circuit for the relay CHeZ is as follows:

Ue'reuz't number seven The negative terminal of the battery Bf, contact 75f, armature 627' of the relay H the remainder of the circuit being the same as the corresponding portion of circuit number five up to an inclusive of armature 72 of relay Hf, from which point the circuitis completed through the contact 76; and conductor 77 to the positive terminal of Bf.

The change in the direction of energization of the relay CHeZ, it will be seen, is due to the reversal of position of the pole change consisting of the armatures 62f and 72; controlled by the relay Hf. Under the conditions indicated the source of ener y for relay has been cut off by the break in its circuit at the armature 67/ and contact 667 controlled by the track relay TF. The latter is deenergized due to the presence of the train a in the block F.

Energieatz'on 0f ramp for caution danger indication Uz'rcuz't number eight Commencing at the leavingend of ramp e, conductors 15e, 16e, armature He and contact 18e of relay He conductor 19e, polarized armature 20e and contact Me of relay He,

d iti conductor 28e, negative terminal of battery 27e, battery positive terminal, conductor 55c, contact 56e and polarized armature 306, conductor 31e, contact 32e and armature 33e of relay He, and conductors 34c and 35e to the adjacent rail.

The entering end of ramp e is also connected to the negative terminal of battery 27@ through the following circuit:

Circuit number nine elements in the system associated with ramp 0. The position of the pole changer 20c, 30e has been reversed because the direction of energization of the relay He has been reversed. The relay He is energized by the battery B through the following circuit:

Cz'reuz't number ten The negative terminal of battery Bf, contact 75; and armature 627 of the relay Hf,

the remainder of the circuit following the corresponding portion of circuit number four until the armature 72 is reached, from which point the circuit is completed through contact 76/ and conductor 77f to the positive terminal of the battery.

The circuits numbered five and seven for the energization of the relay CHe, however, are broken at 66/, 67 with the result that its armatures are in the positions indicate-d which makes it possible for thenegative side of the battery We to be connected to the entering end of the ramp e through the armature 37c.

Deenerge'eation of ramp to indicate danger Ramp t is disposed at the entrance to the block F which is occupied. Under such conthe operator is not concerned with the on of the blocl: ahead of F, and it is condi important that the operator should receiv only a danger indication. Any indication at this point of the condition of the block ahead of B will only serve to confuse the operator. Under these conditions, therefore, the circuits are so designed that the ramp 7 is entirely deenergized. This is brought about by the decne zation of both relays H7 and CH7. The energization circuit of relay Hf ."s broken at 66 677" with the result that the circuit. which in the previous blocks serve to connect the leaving end of the ramp and the battery 27, is broken at the point 17,, 18f and at the point 32f, 33f while the circuit, which in the previous blocks serves to connectthe entering end of the ramp f to a source of energy is broken at the same point and at other points. Moreover, the circuit for the relay CHf is broken at the point of contact between the contact 3f and armature 2; which are controlled by the relay Hf.

It will thus be seen that by the aid of the roadside system described and disclosed herein each ramp is capable of giving three pairs of indications for each of the two succeeding blocks, such signals being transmitted in the desired combinations. In addition to these each ramp may give a seventh single danger indication, it being desired to transmit only a danger indication when the immediate block is occupied. The polarized armatures of the respective line relays H, OH, etc., remain in the positions into which the same are last moved until a definite disturbing impulse is received by said relays.

Vehicle carried devices The shoe S carried by the vehicle is of a type well known in the art and is so constructed that as the shoe comes in contact with and rides over a ramp interposed in its path the shoe is moved upwardly from the position shown in Figure 1 to a position wherein the contact is broken between the bridging elements 262 and 271 and brush contacts 263 and 270 respectively. On the other hand, the same operation brings the bridging elements 262 and 271 into electrical contact with the brushes 133 and respectively, prior to the disengagement of brushes 263 and 270 with 262 and 271 respectively. The bridging elements 262 and 271 are mounted on the shank of the shoe S but are insulated therefrom.

The vehicle also carries an indication selector generally designated by the reference numeral I in the drawings which is more clearly described in the patent to Theodore Bodde, No. 1,527,465 of February 24, 1925. This indication selector comprises a starter ST and a rotor RO which is movable into any one of three positions. The normal or clear position is indicated by the position p1; the reverse or caution position is indicated by the dotted line position p2 and the neutral or danger position is indicated by the dotted line position p3. Associated with the rotor element are three contact making and breaking elements 210, 106 and 127 which are also capable of assuming three positions which are indicated as p1, p2 and )3 to correspond with the positions which the rotor RO is capable of assuming. The position p1 is assumed by the rotor and the enumerated contacts when the electromagnet ST is energized by a current of a positive polarity. Position p2 is assumed by these rotatable elements when the electromagnet ST is energized by a current of the reverse polarity and the position 723 is assumed when the starter receives no energy from the ramp and the holding magnet K is deenergized.

The starter magnet ST and the lock magnet LM of the indication selector I are arranged in series and the resistance R2 is connected in parallel therewith. The function of the resistance R2 is to slow up the drop away of the rotor RO whenever a momentary interruption occurs in the circuit of the starter magnet and of the lock magnet such as at the point of insulation between the ramp sections.

This multiple series circuit R2, LMST, is connected in a partial circuit to the shoe S and to the frame of the vehicle, represented by the ground connection G which may be traced as follows:

Circuit number eleven Shoe S, conductor 213, magnet ST and lock magnet LM in parallel with resistance R2,,

and conductor 214 to ground. \Vhenever the shoe S rides over the ramps 0, d, e and f the said partial circuit eleven will cooperate with a roadside partial circuit connected to these ramps, and to the adjacent rail as is diclosed in Fig. 2, and described more in detail hereinabove.

For holding or maintaining the rotor R0 of indication-selector I, and the make and break means 210, 106, and 127, in the positions to which these parts are actuated when the shoe moves over and oflthe ramp, the indication selector includes a holding circuit which is broken when the shoe moves over the ramp to permit freedom of action of the moving Circuit number twelve Positive terminal of battery N, conductor 201, resistance R, conductors 202 and 260, contact 261, movable make and break member 262 and contact 263, of shoe S, conductors 264 and 265, magnet 266 of clutch K, conductors 267, 268 and 269, contact 270, movable make and break member 271, and contact 272 of shoe S, conductors 273, 274, 275 and 212 to negative terminal of battery N.

This circuit is normally closed, as traced, and when the shoe S engages a ramp, this circuit is broken at contacts 263 and 270 to effect the deenergization of the holding magnet 266 of clutch K thus permitting the freedom of motion and operation of the rotor BO. When the shoe S leaves the ramp this circuit is again closed at the contacts 263 and 270, for reenergizing the holding magnet 266 of the clutch K of selector I to hold the armature a in the position to which'it has been operated by the selective energization of the starter ST operating its rotor BO. if there is no energization of the starter ST due to the passage of shoe S over a deenergized ramp, then the armature a" will gravitate to the neutral position p3, and the lock NL will drop into a slot on rotor R0 which also gravitates to the neutral position.

Shoe S as heretofore mentioned picks up the roadside indications from the ramps. These received indications operate the selecfor I which in turn controls the relays or magnets I, 1 RS and M as well as the cab signals BA. The selector 1 is shown in the clear running position, namely, in the position assumed by the selector whenever the shoe S passesover and leaves a positively energized ramp, even though the entering end of the ramp may be energized negatively.

The contacts and armatures controlled by the relays 1 and 1 are also shown in the clear running position, and as shown in Figure 1 correspond to the position assumed by such contacts whenever the shoe S passes over a ramp having both ends energized positively such as ramp 0. Under such conditions the cab signalsare green green. I I

For the purpose of obviating unnecessary repetition, the partial circuit connecting the negative terminal of the'battery N to the common return for all the signal circuits may be traced as follows, and hereafter it will be suliicient to trace the partial circuit from the positive terminals of battery J to the respective signals:

Circuit number thirteen Common return of signals BA, conductors 110, 83, 84, 269, contact 270, bridging element 271 on shoe S, contact 272, conductors 273, 274-, 275 and 212 to the negative terminal of the battery N.

The si nals under column B indicate the condition of the immediate block and those under column A indicate the condition of the block next ahead.

The circuit of the green signal G under B is completed-bythe following:

Utreuzit number fourteen Positive terminal of battery N, conductor 201, resistance R, conductors 202, 260, contacts 261, bridging element 262 on shoe S, con fact 263, conductors 264; and 105, movable member 106, and contact 107, and conductors 108 and 109 to the green cab signal under B.

The completion of the circuit of the green signal under A may be traced as follows:

Circuit numb er fifteen This circuit follows circuit number fourteen up to and including conductor 108 and in this point proceeds along conductor 111, armalure 112 of relay I contact 113, and conductor 11 1 to the green signal under A.

Operation of ee/m'ele cam-Zed system on passing ramp (Z Coming baclr to the trafiic conditions illustrated in the drawings let us observe the series the clutch K is broken at 270 and 263. The

rotor R0 of the selector 1 is free to be rotated to any position depending upon the indication existing on the entering end of the ramp (Z. The rotor RO is so constructed that when the magnetic clutch is deenergized, the rotor will swing back to its intermediate position indicated by 123 and with it the armatures 210, 106, 127 will also be moved to their p3 positions. The two green cab signals will, therefore, become deenergized and will serveas an indication to the operator that the train is passing a ramp. I

The release of the magnetic clutch permits the starter magnet ST to rotate the rotor R0 in a direction depending upon the manner of energization of the entering end of the ramp (Z. In the present instance, the entering end of the ramp d is energized negatively.

The current flowing from the ramp through the starting magnet ST and the lock magnet LM to the rail through the ground connection will, therefore, serve to rotate the rotor into the 92 position. This brings about the energization of the relay 1 through the following circuit:

Oircua't number sixteen Positive terminal of the battery N, conductor 201, resistance R, conductor 126, movable contact member 127 in its 102 position, contact 128, conductors 129 and 130, magnet 131 of relay 1, conductors 132, 27 1, 275 and 212 to the negative terminal of the battery N.

No i if a ramp is energized negatively at both ends then relay 1 will remain energized by circuit sixteen after the shoe S leaves the ramp for the reason that EU remains in its p2 position. If, however, a vamp is encountered, which is energized negatively on the entering end and positively on the leaving end, such as ramp cl, then circuit sixteen is broken as soon as the shoe comes in contact with the leaving end of the ramp, for the positive energization of the leaving end of the ramp, causes the rotor R0 and its contacts to move back to the p1 position. Before this happens, however, the following stick circuit or I is established:

Circuit number seventeen Positive terminal of battery N, conductor 201, resistance R, conductors 202, 260, brush 261, bridging element 262, contact 133, conductor 134, armature 135, contact 136, conductors 137, 130, winding 131, conductors 132, 274, 275, 212 to the negative terminal of the battery N.

The stick circuit seventeen it will be seen eliminates the movable contact 127 and substitutes therefor the shoe control bridging element with the brushes 61 and 133. The relay I will therefore remain energized as long as the shoe remains in its raised position regardless of the manner in which the leaving end of the ramp is energized. Vhen the shoe S enters upon the leaving end of the ramp d, the indicator I receives energy flowing in the direction from the shoe to the ground and it will operate the'rotor back to the position p as well as the movable contacts associated with the rotor. Vhen shoe S leaves the ramp and movable member 262 of the shoe disengages the contact 133, the stick circuit seventeen of the relay I is openedand the relay is deenergized. Before this happens, however, relay I is energized through the following circuit:

Circuit number eighteen Positive terminal of battery N, conductor 201, resistance R, conductors 202, 260, contacts 261, 263, bridged by movable member 262 of the shoe S as it descends and just before this movable member 262 disengages contact 133, conductors 264, 105, movable contact 106 and contact 107, conductor 138, magnet 139 of relay 1", conductors 140, 141, contact 142 and armature 143 of relay I, conductors 144, 275 and 212 to negative terminal of battery N.

Since this circuit includes armature 143 of relay I, it will be opened as soon as the shoe leaves the ramp, because relay I then becomes deenergized. A stick circuit is therefore (provided for relay I which may be trace as follows:

Oireuit number nineteen From the positive terminal of the battery N the circuit follows circuit eighteen up to and including conductor 140 and from this point the circuit may be traced as follows: conductor 145, armature 146 and contact 147 of relay I, conductors 148, 268, 269, contacts 270 and 272 bridged b the bridgin movable element 271, con uctors 273, 2 4, 275 and 212 back to the negative terminal of the battery N. I

The circuit just traced goes into effect immediately after circuit eighteen is completed and serves to hold the relay I in its energized condition even though I has become deenergized by the opening of its stick circuit at the point 133 when the shoe descends. The resultant effect of the series of operations which took place when the shoe S passed over the ramp d was to leave the rotatable element RO with its movable contacts in the positions shown in Figure 1 but to leave the relay I energized with the resultant attraction of the armatures 112 and 146. This brin s about an operation of the green cab signa under B and the yellow cab signal under A. The green cab signal under B is energized through circuit fourteen which although broken temporarily is restored before the shoe descends from the ramp.

At the same time the energizing circuit for the yellow A signal is established as follows:

Oz'rcwit number twenty This circuit for the yellow A signal is the same as circuit fifteen for the green A signal as far as the armature 112 of relay I. Belay I now being energized armature 112 is closed against contact 115, circuit is broken and the circuit for yellow A is completed as follows: contact 115, conductor 116 to the yellow signal Y under A.

As the train proceeds in the block (I the stick circuit eighteen of the relay I main tains the green signal under B and the yellow A signal in energized state until the train reaches the position where the shoe S strikes the ramp e which is energized negatively at both ends.

At this point the clutch magnet K is again released and the relay I is deenergized due to the break in its stick circuit at the point 270 caused bythe upward movement of the shoe 3. The starter magnet ST of the selector I receives a negative impulse and operates the rotor and its movable contacts to their p2 positions and the circuits for the previously existing signals are broken. Relay I becomes energized by circuit sixteen. In view of the fact that the leaving end of the ramp is also negatively energized the rotor of the indication selector will remain in its p2 position, the relay I will remain deenergized while the relay I will remain energized after the shoe leaves the ramp e.

The closing of all the armatures controlled by the relay I will energize the yellow B signal and the red A signal.

Circuit number twenty-one The yellow B signal is energized by the eeaoaa circuit which follows circuit fourteen up to and including armature 106 of selector 1 and from this point proceeds to contact 117 (106 being in its p2 position) and conductor 118 and 119 to yellow B signal.

Circa-it number twenty-two The red A signal is energized by a circuit which follows circuit'number twenty-one to and including conductor 118. The relay 1' being energized the circuit follows to conductor 120, contact 121 and armature 122 of relay 1 and conductor 123 to red A signal.

The two signals indicated in Figure 7 will remain energized as long as the train remains in block D. As the train approaches the ramp f and the shoe S comes in contact with the ramp 7 the clutch magnet K will again be released and the rotor will assume its p3 position. In view of the fact that the ramp is entirely deenergized the rotor will remain locked in its 398 position by the engagement of the neutral lock NL with the recess in the rotor. Under these conditions the only signal that will be energized will be the red B signal whose circuit may be traced as follows:

Oircm't number twenty-three block F. g

Operation of the train control system The train control system disclosed herein is in its substantial elementsand manner of operation identical with the system disclosed in the Patent No. 1,513,562. In the present system, the train control elements and circuits are combined with the cab signalling system disclosed herein'and are designed to cooperate with ramps which indicate the condition of the immediate block and of the block next ahead. The circuits shown herein are therefore so arranged that the train control elements are responsive only to the condition of the immediate block.

In the train control system of my present invention for directly controlling the movementof the train there is provided an electrically operated device for controlling the operation of the air brake system. The device is under the control of cooperating train and roadside mechanism and is operated thereby in accordance with roadside conditions as outlined, hereinbei'ore. This mentioned, electrically operated device comprises, 1

in the preferred construction, an electro-magnet M, Figure 1, wh ch controls the operation of a combined reservoir and brake valve or the held open the type disclosed in the patent to A. G. Shaver No. 1,411,526 of April 4, 1922, and in the patent to Allen B. Kendall, 1,540,012 of June 2, 1925, the said reservoir and brake valve functioning upon the deenergization of the electroanagnet ill for cutting off the supply 01' air from the main resera 'oir or the air brake system to the enginemans brake valve and for opening the train pipe to exhaust. llormally, the electro-magnet M is energized to communication between the main reservoir and the enginenians brake valve and to close the train pipe to exhaust.

The train also carries a reset magnet the winding of the magnet RS being connected iii parallel with the magnet M, and the circuits of both passing through arn1a tures controlled by the magnet ES. The magnet ill therefore cannot be energized unless the magnet BS is energized. The armatures of ti e magnet RS are provided with a manual non-sticking device 1? which when operated closes the circuits of BS and M and under proper conditions they will remain energized. The train is also provided with a speed control device Sb.

For n' na-lly controlling the electro-magnet M there is provided a train carried circuit which is normally energized as under clear roadside conditions by a train carried source of energy such as battery N.

Circuit ma /ab er twenty-four This circuit may be traced as follows: Positive terminal of battery ll, conductor 201, resistance R, conductors 202 and 203, movable make and break means 20-1 01 RS which is held in the closed position shown by the energized magnet of RS hereinafter de scribed, contact 205, of this means, conductor 206, the electr -magnet M, conductors 207, 208 and 209, movable maize and break indicating means 210 which is in its 201 position under clear conditi is, as hereinbefore described, the contact 211, conductor 212 to the negative terminal of battery N.

Under the normal or clear conditions the brake controlling magnet is energized to permit the vehicle to proceed, and as explained before, this is the condition that prevails whenever shoe S leaves a ramp energized positive y even though the entering end of the ramp is negative. The circuit controlling this valve magnet M for the other positions of the indication selector 1 will be described hereinafter.

Circuit number twenty-fire The reset magnet is normally energized through the following circuit: This circuit follows circuit twenty-four up to and including conductor 203 and then follows conductor 95, armature 96, contact 97, conductors 98, 99,*winding of magnet RS, conthe operation of ductors 100, 101, and conductor 209, from which point it is completed in the same manner as circuit twenty-four. W'henever shoe S leaves a ramp energized negatively at its leaving end, as explained hereinabove, the selector I remains in its p2 position and the relay I remains energized. These are the conditions that exist when a train is entering a caution block. The train under such conditions should not exceed a predetermined medium speed. Assume that the train or vehicle is operating below the medium rate so that the contacts 279 and 81 of the speed controller SC are in contact with its movable member 80. A medium speed control circuit for magnet M is established which may be traced as follows:

Circuit number twenty-sic Positive terminal of battery N, conductor 201, resistance R, conductors 202, 203, movable member 204 and contact 205 of release switch RS conductor 206, magnet M of brake valve, conductors 207, 208, 209, movable member 210 of selector I reversed to position p2, contact 27 6 of selector I, conductors 277 and 278, medium speed contact 279, closed to movable member of speed controller SC, contact 81, conductors 82, 83, 84 and 269, contact 270 and movable member 271 of shoe S, contact 272, conductors 273, 274, 275 and 212 to negative terminal of battery N.

It will be noted that this medium speed control circuit includes contact 270, movable member 271 and contact 272 of shoe S. It would appear, therefore, that the movement of shoe S upward in passing over a ramp, as for example ramp a, would open the magnet M circuit causing a deenergization of the magnet M. To prevent deenergization and avoid the necessity of closing switch P when passing over caution ramps and thus avoid an automatic application of the brakes, I have included an auxiliary or holding circuit, with the shoe up, so that the magnet M receives negative battery as follows:

Circuit mmnber twenty-8602011 This circuit follows circuit twenty-six through the magnet M to and including the conductor 207 and from this point is completed as follows: conductors 208, 209, armature 210 in its 122 position, contact 276, conductor 277, contact 88 and armature 87 of energized relay I, conductor 86, brushes and 272 bridged by 271 of shoe S, conductors 273, 274. 275 and 212 to negative terminal of battery N.

When the shoe S is down, however, it will be noted that this circuit is open at contact 85 of shoe S and the only other circuit from the magnet M to the negative terminal of battery N when the speed is at or below the medium rate and above the low rate, is

through the speed controller SC, contacts 279 and 81, closed by the movable member 80, and through contacts 270 and 272 of shoe S closed by the movable member 271.

I shall now describe the circuit to magnet This circuit follows circuit twenty-six through the magnet M and conductor 207 and from this point passes by way of conductor 89, contacts 90 and 81, bridged by s eed controller movable member 80 to con uctor 82 from which point it is completed in the same manner as circuit 26 through the shoe S.

It will be noted that this circuit asses through contacts 270 and 272 of shoe and when shoe S is up, contact 270 is out of contact with movable member 271, so in order to avoid deenergization of magnet M when shoe S is moved up by its passage over a deenergized ramp such as f, I have provided an auxiliary or holding circuit through the switch P to the negative terminal of battery N as follows:

Circuit number twenty-nine Negative terminal of battery N, conductors 212, 275, 27 4 and 91, movable member 92 and contact 93 of switch P, conductors 94, 83, and 82, contacts 81 and 90 of speed controller SC closed by the movable member 80, conductors 89 and 207 to magnet M.

The circuits for controlling the valve magnet M as described for all three positions of the selector I, also control the release switch RS since the magnet of RS receives its energy over these circuits.

It will be noted that the release switch BS is controlled through its movable member 96, so that magnet RS can only be energized when this member 96 is closed to the contact 97, providing the balance of the control circuit is complete. Whenever magnet RS is deenergized due to the opening of its circuit at the speed controller SC or at shoe S when switch P is open, then the movable members 204 and 96 of RS drop and remain in the deenergized position until restored to the normal or up position by manually operating the impulse button P. Whenever RS is deener ized as just described, the circuit controlling the valve magnet M is open at contact 205 and movable member 204 of RS. The opening of this circuit causes a deenergization of magnet M which in turn brings about an automatic application of the brakes to bring the train to a halt unless the operator of the V0- hicle becomes alert to operate the impulse but ton P when the speed is right. The operator is advised when he may operate this button P by the indication received through the signal or light L of BS. This signal is displayed only when BS is deenergized and the speed is below the prescribed medium or low rate as the case may be. The circuit for this signal L is as follows:

Circuit amnber thirty Positive energy in conductors 203 and 95 as before, movable member96 of RS closed to contact 102, conductor 103, signal L, conductor 104, to conductor 101, which is energized negatively, through conductor 209 for both positions 393 and p2 of movable member 210 of selector 1. When member 210 is in position p2 the signal L of RS receives negative energy through the medium speed contact 279 of speed controller SC, and when member 210 of selector 1 is inposition p3, then signal L of RS receives negative energy through conductors 208, 89 and low speed contact 90 of speed controller SC.

The release switch BS is made slow acting so that it will not open its contacts during the very small space of time it takes for member 210 of the selector I to operate from position 791 to 792. This is done to avoid an automatic application of the brakes when entering caution blocks at or below the medium speed. The resistance R3 of RS stimulates the slow acting feature of RS whenever a momentary opening of its circuit occurs. The impulse button P may be of any desired type and may be separate from the release switch RS two-contact relay. I prefer, however, to use the stick release switch combined with the impulse button as shown, and as disclosed in the application of Archibald G. Shaver, Ser. No. 634,053 of April 28, 1923.

The operation of the train control system may be briefly summarized as follows:

The orake valve magnet M and the reset magnet RS are normally energized by circuits twenty-four and twenty-live respectively which include the contact 210 of the selector l in its 791 position. When entering block D, the selector I is temporarily in its p2 position circuit number "twenty-seven serves inplace of circuits twentv-four and twentydive. An automatic application of the brakes under such conditions is thereh pre vented, and the train remains free to enter and proceed in block at the maximum permi sible speed.

hen the train is about to enter the caution block E and the shoe S comes in contact with ramp 6. the selector I will assume the 92 position and will remain in that position throughout the trains progress in block E. =Circuit number twenty seven maintains the magnets M and RS energized as long as the shoe is on the ramp. E "Vhen' the shoeleaves the ramp themagnets may obtain their energization only through circuit number twentysix. As soon, therefore, as the train exceeds the medium permissive speed, magnets M and RS become (ls-energized, contacts 96 and 204: assume their open circuit positions and the brakes are applied. If the operator wishes to proceed he must operate the nonstick pushbutton P, after the signal L has indicated that the train has reached the medium permissive speed. hen P is operated under such conditions circuit 26 is reestablished and the train is again under the oint control of the operator and the automatic control system.

As the train proceeds and is about to enter the occupied block F, the contact of the shoe S with the deenergized ramp 7 will put I in its 323 position. If the operator wishes to enter the block against the danger signal he must reduce his speed to the low permissive speed and must hold switch P closed as the shoe rides over ramp When the train has entered the occupied block, the train is again under the joint control of the operator and the automatic system and when the train exceeds the low permissive speed, the brakes are applied.

I claim:

1. A railway cab signalling system comprising a set of cab signals to indicate the traffic condition of the immediate block, a separate set of cab signals to indicate the traffic condition of the block next ahead, train carried means for said sets of cab signals, and wayside means arranged at spaced control stations cooperating with said train carried means to selectively operate said signals in accordance with traffic conditions, said train carried means including a circuit network having means to produce persisting electrical indications corresponding to the operation of said wayside means.

2. A railway cab signalling system comprising a plurality of cab signals to indicate the traihc conditions of the immediate block, a plurality of cab signals to indicate the traffic conditions of the block next ahead, train carried means and wayside means for selectively operating said signals in accordance with traliic conditions, said wayside means comprising a plurality of roadside elements arranged in each block, and circuit means for producing any one of three indications in each of said roadside elements of the block responsive to the trailic conditions of the immediate block and the trafitlc conditions of the block next ahead.

3. A railway cab signalling system comwith traflic conditions, said wayside means comprising a plurality of roadside elements arranged in each block, and circuit means for producing any one of three indications in each of said roadside elements of the block responsive to the trafiic conditions of the immediate block and the traffic conditions of the block next ahead, the indications produced in said roadside elements of a block being differently controlled by said circuits.

4. A railway cab signalling system comprising a set of cab signals to indicate the traffic conditions of the immediate block, a separate set of cab signals to indicate the traflic conditions of the block next ahead, train carried means and wayside means operative for selectively controlling said signals in accordance with traflic conditions, said wayside means comprising for each block a plurality of roadside elements, a system of circuits associated with one of said roadside elements and a separate system of circuits associated with the other of said roadside elements, said circuit systems being operative for energizing each of said roadside elements with different energy characteristics.

5. A railway cab signalling system comprising a set of cab signals to indicate the traflic conditions of the immediate block, a separate set of cab signals to indicate the traific conditions of the block next ahead, train carried means and wayside means operative for selectively controlling said signals in accordance with traflic conditions, said wayside means comprising for each block a plurality of roadside elements, a system of circuits associated with one of said roadside elements and a. separate system of circuits associated with the other of said roadside elements, said circuit systems being operative for selectively energizing each of said roadside elements negatively or positively.

6. A railway cab signalling system comprising a set of cab signals to indicate the traific conditions of the immediate block, aseparate set of cab signals to indicate the traflic conditions of the block next ahead, train carried means and wayside means operative for selectively controlling said signals in accordance with traflic conditions, said wayside means comprising for each block a plurality of roadside elements, a system of circuits associated with one of said roadside elements and a separate system of circuits associated with the other of said roadside elements, said circuit systems being operative for energizing each of said roadside elements negatively or positively or for deenergizing the same.

7. In a railway cab signalling system, a roadside system adapted to cooperate with train carried devices comprising for each block an electro responsive device, circuit means asociated with the electro responsive device responsive to the trafiic conditions of the immediate block, another electro responsive device, and circuit means associated therewith responsive to the traffic conditions of the block next ahead, a signallin roadside ramp having different sections, eac in a partial electrical circuit adapted to be completed by cab carried circuits, interposed in the path of the train to cooperate with train carried devices, and means whereby each of said different sections of said ramp is variably energized with positive and negative potentials to give indications in accordance with the condition of the said circuits.

8. In a railway cab signalling system, a roadside system comprising a two part roadside element interposed in the path of the train to cooperate with train carried devices, a partial electrical circuit adapted to be completed by a cab carried circuit associated with each part of said element for varying the character of energy delivered to each part of said element, an electroresponsive device variably responsive to the traflic conditions of the immediate block for controlling the circuit means associated with one part of said roadside element, and another electro responsive device variably responsive to the trafiic conditions of the block next ahead for controlling the circuit means associated with the other part of said roadside element.

9. In a railway cab signalling system, a roadside system comprising for a given block a two part roadside ramp interposed in the path of the train to cooperate with train carried devices, a partial electrical circuit adapted to be completed by a cab carried circuit associated with each part of said ramp for varying the polarity on each part of said ramp, an electro responsive device variably responsive to the trafiic conditions of the immediate block for controlling the circuit means associated with one part of said roadside ramp, another electro responsive device variably responsive to the trafiic conditions of the block next ahead for controlling the circuit means associated with the other part of said roadside ramp, and separate energy sources for said electro responsive devices.

10. In a railway cab signalling system, a roadside system, comprising an electro responsive device adapted to assume three conditions, means associated with said device and with the immediate block whereby said device is put selectively into any one of said three conditions in accordance with the traffic condition of the block, another electro responsive device capable of assuming any one of three conditions, means associated with said last named electro responsive device and with the block next ahead for putting selectively said last named device in any one of the three conditions in accordance with the traflic condition of the block next ahead. a two part roadside element in said immediate block interposed in the path of the train to cooperate with'train carried devices and circuit means associated with said element and controlled by said electro responsive devices whereby each part of said element may give a separate indication.

11. In a railway cab signalling system, a roadside system, comprising an .electro responsive device adapted to assume three conditions, means associated with said device and with the immediate block whereby said device is put selectively into any one of said three conditions in accordance with the trafiic condition of the block, another elcctro responsive device capable of assuming any one of three conditions, means associated with said last named electro responsive device and with the block next ahead for putting selectively said last named device in any one of the three conditions in accordance with the trailic condition of the block next ahead, a two part roadside ramp in said immediate block interposed in the path of the train to cooperate with train carried devices and circuit means associated with said ramp and controlled by said electro responsive devices whereby each part of said ramp may give a separate indication.

12. In a railway cab signalling system, comprising a track divided into a series of insulated blocks, a roadside system comprising a two part roadside element disposed at the entrance to each block in the path of travel of the train to cooperate with the train carried devices, a partial circuit for each part of said roadside element adapted to be completed by a cab carried circuit and means for variably energizing one part of said element with different energy characteristics in accordance with the condition of the immediate block and for variably energizing the other part oisaid element with different energy characteristics in accordance with the condition of the block next ahead.

13. In a railway cab signalling system, comprising a track divided into a series of insulated blocks, a roadside system comprising a two part roadside ramp disposed at the entrance to each block in the path of travel of the train to cooperate with the train carried devices, a partial circuit for each part of said roadside element adapted to be con pleted by-a cab carried circuit and means for variably energizing one part'or said ramp with different energy characteristics in accordance with the condition of the immediate block and for variably energizing the other part of said ramp with different energy characteristics in accordance with the condition of the block next ahead.

14; In a railway cab signalling system, comprising a track divided into a series of insulated blocks, a pair of roadside elements disposed adjacent the entrance to each of said blocks in the path of approaching trains, a wiring system associated with each of said pair of elements, an electro responsive device in each of said systems and circuit means associated therewith for controlling the cnergization of one of said elements, another elcctro responsive device and circuit means associated therewith for separately controll' 1g the energization of the other of said elements, a source of energy associated with eachof said wiring systems and means whereby said source of energy may be connected to the first mentioned electro responsive device of the block immediately preceding and to the second elec-tro responsive device of the block next preceding.

15. In a railway cab signallin system, comprising a track divided into a series of insulated blocks, a pair of roadside ramps disposed adjacent the entrance to each of said blocks in the path of approaching trains, a wiring system associated with each of said pair of ramps, an electro responsive device in each of said systems and circuit means associated therewith for controlling the energizetion of one or" said ramps, another electro responsive device and circuit means associated therewith for separately controlling the energization of the other of said ramps, a source of energy associated with each of said wiring systems and means whereby said sou ice of energy may be connected to the first mentioned electro responsive device of the bloc-i; immediately preceding and to the second electro responsive device of the block next preceding.

16. In a railway cab signalling system comprising a track having a series of insulated blocks, a pair of roadside elements disposed at the entrance to each block in the path of an approaching train and adapted to co operate with a train carried device, a wiring system associated with each pair of said roadside elements, each of said wiring systems including an electro responsive device and circuits associated therewith for variably controlling tl-c energiza-tion of one of said pair of elements and another electro responsive device and circuits associated therewith for variably and separately controlling the energization of the other of said pair of elements, a source of energy in each of said wiring systems, and means controlled by the first of said clcctro responsive devices whereby said source of energy may be variably connected to the first electro responsive device of the block immediately preceding and to the second electro responsive device of the block next preceding.

17. In a railway cab signalling system comprising a track having a series of insulated looks, a pair of roadside ramps disposed at the entrance to each block in the path of an approaching train and adapted to cooperate with a train carried device, a wiring system associated with each pair of said roadside ramps, each of said systems including an electro responsive device and circuits associated therewith for variably controlling the energizati on of one of said pair of ramps and another electro responsive device and circuits associated therewith for variably and separately controlling the energization of the other of said pair of ramps, a source of energy in each of said wiring systems, and means controlled by the first of said electro responsive devices whereby said source of energy may be variably connected to the first electro responsive device of the block immediately preceding and to the second electro responsive device of the block next preceding.

18. In a railway cab signalling system comprising a track divided into a series of insulated blocks, a roadside system comprising a roadside element disposed at the entrance to each block in the path of approaching trains for indicating the trailic condition of the immediate block, another roadside element disposed at the entrance to each block for indicating the traflic condition of the block next ahead, said roadside elements being disposed on the same side of the track to cooperate with a train carried device, a wiring system associated with each pair of said roadside elements, each of said wiring systems including an electro responsive device and circuits associated therewith for variably controlling the energization of one of said pairof elements and another electro responsive device and circuits associated therewith for variably controlling the energization of the other of said pair of elements, a source of energy in each of said wiring systems, and means controlled by the first of said electro responsive devices whereby said source of energy may be variably connected to the first electro responsive device of the block immediately preceding and the second electro responsive device of the block next preceding.

19. In a railway cab signalling system comprising a track divided into a series of insulated blocks, a roadside system comprising a roadside ramp disposed at the entrance to each block in the path of approaching trains for indicating the traflic condition of the immediate block, another roadside ramp disposed at the entrance to each block for indicating the trafiic condition of the block next ahead, said roadside ramps being disposed on the same side of the track to cooperate with a train carried device, a wiring system associated with each pair of said roadside ramps, each of said wiring systems including an electro responsive device and circuits associated therewith for variably controlling the energiz ation of one of said pair of ramps and another electro responsive device and circuits associated therewith for variably controlling the energization of the other of said pair of ramps, :1 source of energy in each of said wiring systems, and means controlled by the first of said electro responsive devices whereby said source of energy may be variably connected to the first electro responsive device of the block immediately preceding and the second electro responsive device of the block next preceding.

20. In a railway cab signalling system comprising a track divided into a series of insulated blocks, a roadside system comprising a roadside element dis osed at the entrance to each block in a pat 1 of approachin trains for indicatin the tratfic condition 0 the immediate bloch, another roadside element disposed at the entrance to each block for indicating the traflic condition of the block next ahead, said roadside elements being disposed on the same side of the track and one in advance of the other to cooperate with a train carried device, a wiring system associated with each pair of said roadside elements, each of said wiring systems including an electro responsive device and circuits associated therewith for variably controlling the energization of one of said pair of elements and another electro responsive device and circuits associated therewith for variably controlling the energization of the other of said pair of elements, a source of energy in each of said wiring systems, and means controlled by the first of said electro responsive devices whereby said source of energy may be variably connected to the first electro responsive device of the block immediately preceding and the second electro responsive device of the block next preceding.

21. In a railway cab signalling system comprising a track divided into a. series of insulated blocks, a roadside system comprising a roadside ramp disposed at the entrance to eachblock in a path of approaching trains for indicatin the traffic condition of the immediate bloc another roadside ramp disposed at the entrance to each block for indicatin the trafiic condition of the block next ahea said roadside ramps being disposed on the same side of the track and one in advance of the other to cooperate with a train carried device, a wiring system associated with each pair of said roadside ramps, each of said wiring systems including an electro responsive device and circuits associated therewith for variably controlling the energization of one of said pair of elements and another electro responsive device and circuits associated therewith for variably controlling the energization of the other of said pair of elements, a source of energy in each of said wiring systems, and means controlled by the first of said electro responsive devices whereby said source of energy may be variably connected to the first electro responsive device of the block immediately preceding and the second electro responsive device of the block next preceding.

22. In a railway cab signalling system, a train carried system comprising a train carried device cooperating with a roadside de vice for picking up roadside indications, one set of signals for indicating the trafiic condition of the immediate block, another and a separate set of signals for indicating the trafiic condition of the block next ahead and selective means operating through said train carried and roadside devices for energizing said signals in pairs, said selective means including a train carried circuit network operative to produce persisting electrical indications corresponding to the roadside indications picked up by said train carried device.

28. In a railway cab si nalling system, a train carried system comprising a train carried contact shoe cooperating with a roadside ramp for picking up different energy characteristics corresponding to a roadside indication, one set of signals for indicating the trafiic condition of the immediate block, another and a separate set of signals for indicating the tratlic condition of the block next ahead and selective means operating through said shoe and ramp for energizing said signals in pairs, said selective means including the train carried circuit network operative to produce persisting electrical indications corresponding to the roadside indications picked up by said shoe.

24. A railway cab signalling system comprising a track divided into insulated blocks, a roadside element disposed at the entrance to each block in the path of an approaching train, roadside means whereby each of said elements may transmit two impulses to the train carried system, a train carried device cooperating with said roadside element for picking up said impulses, a group of signals carried by said train to indicate the condition of the immediate block, another and different group of signals carried by said train to indicate the condition of the block next ahead and vehicle carried selective means responsive to the pair of impulses for ener- 'izing the signals in predetermined pairs, one trom each group, said selective means including a train carried circuit network operative to produce persisting electrical indications corresponding to the roadside indications picked up by said train carried device.

25. A railway cab signalling system comprising a track divided into insulated blocks, a roadside ramp disposed at the entrance to each block in the path of an approaching train, roadside means whereby each of said ramps may transmit two impulses to the train carried system, a train carried contact shoe cooperating with said roadside ramp for picking up said impulses, a group of signals carried by said train to indicate the condition of the immediate block, another and difierent group of signals carried by said train to indicate the condition of the block next ahead and vehicle carried selective means responsive to the pair of impulses for energizing the signals in predetermined pairs, one from each group.

26. A railway cab signalling system for giving separate indication to the operator of the condition of the immediate block and of the block next ahead comprising a roadside system and a cooperating train carried system, means in said roadside system for transmitting a plurality of pairs of impulses to said train carried system, a train carried device for picking up said impulses, a group of signals on said train for indicating the condition of the immediate block, another and different group of signals on said train for indicating the condition of the block next ahead and means whereby said signals are selectively actuated by said impulses in pairs,

one from each group, said selective means including a train carried circuit network operative to produce persisting electrical indications corresponding to the roadside indications picked up by said train carried device.

27. A railway cab signalling system comprising a roadside system for transmitting a variable pair of impulses one of said impulses being variable in accordance with tho trailic condition of the immediate block and the other of said impulses being variable in accordance with the traffic condition of the block next ahead, and a train carried system cooperating with said roadside system and comprising a device for picking up said impulses, a three position selector actuated by said impulses, a pair of relays, a group of signals on the cab for the immediate block and another group of signals on the cab for the block next ahead.

28. In a combined train control and cab signalling system of the type having a roadside device to transmit variable pairs of impulses to a vehicle carried system, one impulse of the pair being for the condition of the immediate block and another impulse of the pair for the condition of the block ahead, a vehicle carried device for picking up such impulses, a selector responsive to said impulses, a train control relay, a normally closed circuit for said relay controlled by said selector, and an auxiliary circuit for said relay eifective when the vehicle carried device is passing over said roadside device.

29. In a cab signalling system, the combination of a two part roadside element, means for imparting to one part an indication of the condition of the block next ahead and to the other part an indication of the condition of the immediate block, a train carried device passing over said parts in quick succession, separate train control signals, and means for energizing one of said signals when said de vice is passing over one part and for energizing another of said signals when said device 'lLO passes over said second part, said energizing ahead and next energizing a signal for the means including a circuit network operative to produce persisting energization of said signals while the train moves between roadside elements.

30. In a cab signalling system, the combination of a two part roadside ramp, means for imparting to one part an indication of the condition of the block next ahead and to the other part an indication of the condition of the immediate block, a train carried device passing over said parts in quick succession, separate train control signals, and means for energizing one of said signals when said device is passing over one part and for energizing another of said si als when said device passes over said secon part, said energizing means including a circuit network operative to produce persisting energization of said signals as the train moves between ramps. 4 31. In a cab signalling system, the combination of a two part roadside element, means for imparting to one part an indication of the condition of the block next ahead and to the other part an indication of the condition of the immediate block, a train carried device passing over said parts in quick succession, separate train control signals, and means for energizing one of said signals when said device is passing over one part and for energizing another of said signals when said device passes over said second part, said last named means also serving to maintain said signals energized until the train encounters another roadside element.

32. In a cab signalling system, the combination of a two part roadside element, means for imparting to one part an indication of the condition of the block next ahead and to the other part an indication of the condition of the immediate block, a train carried device passing over said parts in rapid succession, separate train carried si als, and means for energizing one of said signals when said device is passing over one part and for energizing another of said signals when said device passes over said second part, said last named means comprising a three position selector, a primary relay and a secondary relay.

33. A railway cab signalling system comprising a track divided into insulated blocks, roadside signalling means at the entrance to each block and train carried means, operable by said roadside means, comprising a selector operable first in accordance with the condition of the block next ahead, then in accordance with the condition of the immediate block at the entrance to each block, a primary relay, a secondary relay, signals for indicating the condition of the block next ahead, signals for indicating the condition of the immediate block, and circuit means controlled by said selector and said relays for first energizing a signal for the block next immediate block.

Signed at Niagara Falls in the county of Niagara and State of New York this 1st day of September A. D. 1926.

BENJAMIN W. MEISEL. 

